JP6249520B2 - Tires for motorcycles - Google Patents

Description

  The present invention relates to a pneumatic tire mounted on a two-wheeled vehicle.

  The development of the road network is progressing, and the opportunities for high-speed driving in motorcycles are increasing. The highway runs for a long time at high speed. Radial tires are adopted as tires suitable for high-speed running of this motorcycle. In this radial tire, the carcass is reinforced with a band. This band includes a cord extending in the circumferential direction.

  Japanese Unexamined Patent Publication No. 2013-35540 discloses a tire for a two-wheeled vehicle that has improved turning stability without impairing riding comfort with this radial tire. In this tire, the carcass includes a first ply and a second ply. The first ply has the bead core folded back from the inside to the outside. The second ply is not wound around the bead core. The second ply covers the folded first ply. By providing the first ply and the second ply, moderate rigidity is obtained in this tire. This tire is excellent in ride comfort and turning performance.

JP 2013-35540 A

  When the tire receives an external force, the sidewall is bent. Due to this bending, the impact from the road surface is absorbed. In the portion where the carcass has the maximum width in the axial direction, the side wall is particularly greatly bent. When receiving a large external force, the sidewall may buckle. In the tire carcass, the inner end of the second ply is easily located in the vicinity of the portion having the maximum width. In a tire in which the inner end is located in the vicinity of the portion having the maximum width of the carcass, if a large external force is applied, buckling is likely to occur in the sidewall starting from the inner end. Sidewall buckling impairs shock absorption. This buckling deteriorates riding comfort and turning stability.

  An object of the present invention is to provide a pneumatic tire for a two-wheeled vehicle that is excellent in ride comfort and turning stability.

A pneumatic tire for a motorcycle according to the present invention includes a tread, a pair of sidewalls extending substantially inward in the radial direction from the end of the tread, and a pair of beads extending substantially inward in the radial direction from the sidewalls; A carcass spanned between both beads along the inside of the tread and the sidewall and a band laminated with the carcass on the radially inner side of the tread are provided.
This band consists of a cord and topping rubber. This cord is spirally wound in the tire circumferential direction. The absolute value of the angle formed by this cord with respect to the equator plane is 5 ° or less.
The carcass includes a first ply and a second ply laminated on the outer side in the radial direction of the first ply. The first ply includes a first carcass cord and a topping rubber. The absolute value of the inclination angle formed by the first carcass cord with respect to the circumferential direction is not less than 60 ° and not more than 90 °. The second ply includes a second carcass cord and a topping rubber. The absolute value of the inclination angle formed by the second carcass cord with respect to the circumferential direction is not less than 60 ° and not more than 90 °. This first ply is wrapped around this bead. The first ply includes a folded portion that extends substantially outward in the radial direction, and a folded end that is located on the radially outer side of the folded portion. The second ply has an inner end located radially inward. The folded end is located on the inner side in the axial direction of the second ply.
A point that is 1/4 times the half width LT from the tread end with respect to the axial half width LT of the tread surface is defined as PA. A distance between the tread end and the heel of the bead is a distance LH. A point on the tire outer surface corresponding to the midpoint of the distance LH is defined as PB. A point on the outer surface of the tire corresponding to the folded end is defined as P1. A point on the outer surface of the tire corresponding to the inner end is defined as P2. When this is done, this point P1 is the same as the tread end in the radial direction or located between the tread end and the point PA. The ratio L2 / LH between the distance L2 from the tread edge to the point P2 and the distance LH is set to 0.60 or more and 0.90 or less. The apex tip is located between the tread end and the point PA in the radial direction.

  Preferably, the ratio AW / BW between the apex thickness AW and the bead width BW at the position of the point PB is 0.3 to 0.7. Preferably, the hardness of the crosslinked rubber of the apex is 70 or more and 85 or less.

  In this tire, the rigidity of the tire is enhanced by a combination of a carcass and an apex. This tire generates a sufficient cornering force. This tire is excellent in turning stability. On the other hand, even if this tire receives a large external force, the ride comfort and turning stability are prevented from being impaired.

FIG. 1 is a cross-sectional view showing a part of a tire for a motorcycle according to an embodiment of the present invention. FIG. 2 is an enlarged cross-sectional view of a part of the tire of FIG.

  Hereinafter, the present invention will be described in detail based on preferred embodiments with appropriate reference to the drawings.

  FIG. 1 is a cross-sectional view showing a part of a tire 2 mounted on a two-wheeled vehicle according to an embodiment of the present invention. In FIG. 1, the vertical direction is the radial direction of the tire 2, the left-right direction is the axial direction of the tire 2, and the direction perpendicular to the paper surface is the circumferential direction of the tire 2. An alternate long and short dash line CL in FIG. 1 represents the equator plane of the tire 2. The tire 2 has a substantially symmetrical shape with respect to the equator plane. The tire 2 includes a tread 4, a sidewall 6, a bead 8, a carcass 10, a band 12, and an inner liner 14. The tire 2 is a tubeless type pneumatic tire.

  The tread 4 is made of a crosslinked rubber and has a shape protruding outward in the radial direction. The tread 4 forms a tread surface 16 that contacts the road surface. Although not shown, a tread pattern may be formed by forming a groove in the tread surface 16.

  The sidewall 6 extends substantially inward in the radial direction from the end of the tread 4. The sidewall 6 is made of a crosslinked rubber. The sidewall 6 absorbs an impact from the road surface by bending. The sidewall 6 prevents the carcass 10 from being damaged.

  The bead 8 extends from the sidewall 6 substantially inward in the radial direction. The bead 8 includes a core 18 and an apex 20 that extends radially outward from the core 18. The core 18 is formed by winding a non-stretchable wire in a ring shape. Typically, a steel wire is used for the core 18. The apex 20 is tapered outward in the radial direction. The apex 20 is made of a highly hard crosslinked rubber.

  In FIG. 1, a solid line BBL represents a bead base line. The bead base line BBL is a line that defines the rim diameter (see JATMA) of the rim on which the tire 2 is mounted. The bead base line BBL extends in the axial direction. Point PH is an intersection of this bead base line BBL and the axially outer surface of this bead 8. This point PH is the heel of this bead 8.

  The carcass 10 is spanned between the beads 8 on both sides, and is along the inside of the tread 4 and the sidewall 6. The carcass 10 includes a first ply 22 and a second ply 24. The first ply 22 is wound around the bead 8 from the inner side toward the outer side in the axial direction. The second ply 24 is laminated on the outer side in the radial direction of the first ply 22.

  Although not shown, the first ply 22 is composed of a first carcass cord and a topping rubber. The first carcass cord is inclined with respect to the equator plane. The absolute value of the inclination angle formed with respect to the equator plane is 60 ° or more and 90 ° or less. The second ply 24 is composed of a second carcass cord and a topping rubber. The second carcass cord is inclined with respect to the equator plane. The absolute value of the inclination angle formed with respect to the equator plane is 60 ° or more and 90 ° or less. In other words, the tire 2 is a radial tire. In the tire 2, the inclination direction of the first carcass cord and the inclination direction of the second carcass cord are opposite to the equator plane. The absolute value of the inclination angle of the first carcass cord is equal to the absolute value of the inclination angle of the second carcass cord. The first carcass cord and the second carcass cord are usually made of organic fibers. Examples of preferable organic fibers include polyester fibers, nylon fibers, rayon fibers, polyethylene naphthalate fibers, and aramid fibers.

  Although not shown, the tire 2 may include a belt. The belt is located on the radially outer side of the carcass 10. The belt is laminated with the carcass 10. The belt reinforces the carcass 10. The belt is composed of, for example, an inner layer and an outer layer. Each of the inner layer and the outer layer is composed of a large number of belt cords and topping rubbers arranged in parallel. Each cord is inclined with respect to the equator plane. The absolute value of the tilt angle is not less than 10 ° and not more than 35 °. The direction of inclination of the belt cord of the inner layer is opposite to the direction of inclination of the belt cord of the outer layer. A preferred material for the belt cord is organic fiber. Steel may be used for the belt cord.

  The band 12 is laminated on the outer side in the radial direction of the carcass 10. In the configuration including the above-described belt, the belt is laminated on the outer side in the radial direction of the belt. Although not shown, the band 12 is composed of a cord and a topping rubber. The cord extends substantially in the circumferential direction and is wound spirally. The band 12 has a so-called jointless structure. This cord restrains the tire 2 in the radial direction. In the configuration including the belt, the lifting of the belt is suppressed. The cord is usually made of organic fibers. Examples of preferable organic fibers include nylon fibers, polyester fibers, rayon fibers, polyethylene naphthalate fibers, and aramid fibers.

  The inner liner 14 is joined to the inner peripheral surface of the carcass 10. The inner liner 14 is made of a crosslinked rubber. The inner liner 14 is made of rubber having excellent air permeability. The inner liner 14 plays a role of maintaining the internal pressure of the tire 2.

  As shown in FIG. 1, the first ply 22 is wound around the bead 8 from the inner side toward the outer side in the axial direction. The first ply 22 is folded around the core 18 from the inner side to the outer side in the axial direction. By this folding, a main portion 26 and a folding portion 28 are formed in the first ply 22. The folded portion 28 includes a folded end 30 located at the outer end in the radial direction.

  The second ply 24 is not wound around the bead 8. The second ply 24 does not include a folded portion. The second ply 24 has an inner end 32. The second ply 24 extends from one inner end 32 to the other inner end 32 in the axial direction. The inner end 32 is located on the innermost radial direction in the portion of the second ply 24. The folded end 30 of the first ply 22 is located radially outside the inner end 32. The second ply 24 covers the folded end 30.

  A double arrow LT in FIG. 1 represents the axial half width of the tread surface 16. Point PT is the tread end. This half width LT is a width from the equator plane to the tread end PT. The half width LT is measured along the tread surface 16. The point PA is on the tread surface 16 and indicates a position that is 1/4 times the half width LT from the tread end PT. This point PA is obtained from the cut section of the tire 2 as shown in FIG.

  A two-dot chain line VL is a straight line connecting the tread end PT and the point PH. The point PB is a point on the outer surface 34 of the tire 2 that corresponds to the midpoint of the straight line VL. In the tire 2, the midpoint of the straight line VL is not on the outer surface 34 of the sidewall 6. If the midpoint of this straight line VL is on the outer surface 34 of the sidewall 6, this midpoint is taken as the point PB. In the tire 2, a point PB is an intersection of a straight line connecting the midpoint of the straight line VL and the outer surface 34 of the sidewall 6 with the shortest distance and the outer surface 34. This point PB is calculated | required in the cross section cut out of the tire 2, as FIG. 1 shows.

  A point P1 represents a position on the outer surface 36 of the tire 2 corresponding to the folded end 30. The outer surface 36 is an outer surface of the tire 2 in which the tread surface 16 and the outer surface 34 of the sidewall 6 are combined. This point P1 is an intersection of the outer surface 36 and a straight line connecting the folded end 30 and the outer surface 36 with the shortest distance. A point P2 represents a position on the outer surface 34 of the tire 2 corresponding to the inner end 32. This point P2 is an intersection of the outer surface 34 and a straight line connecting the inner end 32 and the outer surface 34 with the shortest distance. The folded portion 28 and the second ply 24 overlap each other in the range from the point P1 to the point P2. The points P1 and P2 are obtained by a cross section cut out as shown in FIG.

  In the tire 2, the point P1 is radially inward of the point PA, and is radially outward of the tread end PT. This point P1 is located on the tread surface 16. The point P2 is radially inward of the point PB. This point P2 is located on the outer surface 34 of the sidewall 6. In the tire 2, the range from the point P <b> 1 to the point P <b> 2 is a range where the folded portion 28 and the second ply 24 overlap.

  A double arrow L1 in FIG. 1 represents a length from the tread end PT to the point P1. This length L1 is measured along the tread surface 16. A double-headed arrow L2 represents the length from the tread end PT to the point P2. A double arrow LH is a length from the tread end PT to the heel PH. The length L2 and the length LH are measured along the straight line VL. The length L1, the length L2, and the length LH are obtained from a cut section of the tire 2 as shown in FIG.

  A double arrow WT in FIG. 1 indicates the maximum width of the carcass 10. The maximum width WT is a distance from one outer end PW of the carcass 10 to the other outer end PW in the axial direction. This maximum width WT is measured as a linear distance in the axial direction. In the tire 2, it is measured as a distance from one outer end PW of the folded portion 28 to the other outer end PW. The maximum width WT is measured in a state where the tire 2 is incorporated in a normal rim and the tire 2 is filled with air so as to have a normal internal pressure.

  In the tire 2, the folded end 30 of the first ply 22 is located on the inner side in the axial direction of the second ply 24. The second ply 24 is overlapped with the folded portion 28 of the first ply 22. The second ply 24 covers the folded end 30. The carcass 10 is appropriately reinforced by the combination of the first ply 22 and the second ply 24. Thereby, the rigidity of this carcass 10 is moderately increased. In the tire 2, the occurrence of torsion during turning is suppressed without impairing the ride comfort.

  Further, the point P1 is the same as the tread end PT in the radial direction or is located radially outside the tread end PT. By the first ply 22, the rigidity of the sidewall 6 is reinforced in the entire radial direction. The tire 2 is excellent in turning stability. From this viewpoint, the ratio L1 / LT of the length L1 to the half width LT is preferably 0.05 or more, more preferably 0.07 or more, and particularly preferably 0.10 or more.

  On the other hand, since the point P1 is radially inward of the point PA, the tire 2 is prevented from becoming too rigid. It is suppressed that the shock absorption is impaired. In addition, a difference in rigidity occurs in the tread surface 16 in the neighborhood of the point P1. In the tire 2, the point P1 is radially inward from the point PA. In cornering, the ground contact area of the tread surface 16 shifts from the center area to the shoulder area. During this transition, the rider is prevented from feeling uncomfortable due to this rigidity difference. In the tire 2, it is suppressed that the transient characteristics are deteriorated even though the point P1 is located on the radially outer side from the tread end PT. From these viewpoints, the ratio L1 / LT is preferably 0.20 or less, more preferably 0.18 or less, and particularly preferably 0.15 or less.

  When the tire 2 receives an external force, the sidewall 6 bends. In the sidewall 6, the side wall 6 is greatly bent in the vicinity of the maximum width WT of the carcass 10. In other words, the portion of the sidewall 6 near the outer end PW in the axial direction of the carcass 10 is bent most greatly. In the tire 2, the point P2 is located radially inward from the tread end PT. In the tire 2 in which the point P2 is positioned in the vicinity of the outer end PW in the radial direction, buckling may occur in the vicinity of the point P2 of the sidewall 6. When this buckling occurs, the impact absorbability and turning stability of the tire 2 are impaired.

  In the tire 2, this point P2 is radially inward from the point PB. In the tire 2, the axially outer end PW is located on the radially outer side from the point PB. The inner end 32 of the second ply is separated from the outer end PW in the radial direction. Concentration of stress on the inner end 32 of the second ply 24 is suppressed. In the tire 2, buckling of the sidewall 6 is suppressed. In the tire 2, it is suppressed that the shock absorption and the turning stability are impaired.

  From this viewpoint, the ratio L2 / LH between the distance L2 from the tread end PT to the point P2 and the distance LH is set to 0.60 or more. This ratio L2 / LH is preferably 0.61 or more, and more preferably 0.62 or more. On the other hand, in the tire 2 having a large ratio L2 / LH, the rigidity of the sidewall 6 is large. If the rigidity of the sidewall 6 is too large, the shock absorption is impaired. From this viewpoint, the ratio L2 / LH is set to 0.90 or less.

  Further, in the tire 2, the tip PE of the apex 20 is located on the radially outer side from the tread end PT. The tip PE is sufficiently away from the point PW in the radial direction. Thereby, buckling of the sidewall 6 is suppressed. In the tire 2, even when a large external force is applied, the roller in which the riding comfort suddenly decreases is suppressed. The tire 2 is excellent in ride comfort. The tire 2 is excellent in turning stability.

  On the other hand, the tip PE of the apex 20 is located inside the point PA in the radial direction. As a result, the tire 2 is suppressed from becoming too rigid. In the tire 2, the ride comfort is prevented from being impaired.

  A point P3 in FIG. 2 represents an intersection between a straight line passing through the point PB and perpendicular to the straight line VL and the outer surface in the axial direction of the apex 20. An alternate long and short dash line AL represents the center line of the apex 20. A double arrow AW represents the thickness of the apex 20 at the position of the point P3. This thickness AW is measured in a direction perpendicular to the center line AL. A double arrow BW represents the width of the bead 8. This width BW is the maximum width of the bead 8. Usually, the width of the bead 8 is maximized at the position of the core 18 or a position in the vicinity of the core 18. The width BW is measured at a position where the width BW is maximum. This width BW is usually 4.0 mm or more and 7.5 mm or less.

  In the tire 2, the thickness AW of the apex 20 with respect to the width BW of the bead 8 is sufficiently increased, and sufficient rigidity can be obtained by combining with the carcass 10. The tire 2 is excellent in turning stability. From this viewpoint, the ratio AW / BW between the thickness AW and the width BW is set to 0.30 or more. The ratio AW / BW is more preferably 0.35 or more, and particularly preferably 0.40 or more.

  On the other hand, by reducing the thickness AW with respect to the width BW, the tire 2 is excellent in shock absorption. The tire 2 is excellent in ride comfort. From this viewpoint, the ratio AW / BW is set to 0.70 or less. The ratio AW / BW is more preferably 0.65 or less, and particularly preferably 0.60 or less.

  Furthermore, by setting the hardness of the crosslinked rubber of the apex 20 within a predetermined range, the tire 2 excellent in ride comfort and turning stability can be obtained. The tire 2 having a high hardness of the crosslinked rubber of the apex 20 can obtain sufficient rigidity. Sufficient rigidity contributes to improvement of turning stability. From this viewpoint, the hardness is preferably 70 or more. This hardness is more preferably 73 or more, and particularly preferably 75 or more. On the other hand, the tire 2 in which the hardness of the crosslinked rubber of the apex 20 is excellent in ride comfort. From this viewpoint, the hardness is preferably 85 or less. This hardness is more preferably 82 or less, and particularly preferably 80 or less.

  Unless otherwise specified, the dimensions and angles of the tire 2 are measured in a state where the tire 2 is incorporated in a normal rim and the tire 2 is filled with air so as to have a normal internal pressure. During the measurement, no load is applied to the tire 2. In the present specification, the normal rim means a rim defined in a standard on which the tire 2 depends. “Standard rim” in the JATMA standard, “Design Rim” in the TRA standard, and “Measuring Rim” in the ETRTO standard are regular rims. In the present specification, the normal internal pressure means an internal pressure defined in a standard on which the tire 2 relies. “Maximum air pressure” in JATMA standard, “Maximum value” published in “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” in TRA standard, and “INFLATION PRESSURE” in ETRTO standard are normal internal pressures.

  The rubber hardness referred to in the present invention is measured by pressing a type A durometer against the tire 2 under a condition of 23 ° C. in accordance with the provisions of “JIS-K 6253”.

  Hereinafter, the effects of the present invention will be clarified by examples. However, the present invention should not be construed in a limited manner based on the description of the examples.

[Example 1]
A tire pair having the basic configuration shown in FIG. 1 and the specifications shown in Table 1 below was obtained. This pair of tires is a pair of tires attached to the front and rear wheels of a two-wheeled vehicle. The front wheel tire size was 120 / 70ZR17. The rear wheel tire size was 190 / 50ZR17. The material of the band cord was aramid fiber. The angle formed by the band cord with respect to the equator plane is substantially 0 °. The material of the first carcass cord of the first ply and the material of the second carcass cord of the second ply are nylon fibers. The angle formed by the first carcass cord and the second carcass cord with respect to the equator plane is substantially 90 °. The angle formed by the first carcass cord with respect to the equator plane is the same as the angle formed by the second carcass cord with respect to the equator plane. The fineness of the first carcass cord and the second carcass cord is 2/1400 dtex.

  The symbol “A” of “first ply folding end position” in the following Tables 1 to 4 indicates a configuration in which the folding end of the first ply is located inside the second ply, as shown in FIG. This symbol “B” indicates a configuration in which the folded end of the first ply is positioned outside the second ply.

  The symbol “X” of “apex tip position” in Tables 1 to 4 indicates a configuration in which the tip of the apex is located between the point PA and the tread end in the radial direction as shown in FIG. ing. This symbol “Y” indicates a configuration in which the tip of the apex is located radially outward from the point PA. The symbol “Z” indicates that the tip of the apex is located radially inward from the tread end.

  In the tire of Example 1, the ratio L1 / LT of the length L1 from the tread end PT to the point P1 corresponding to the position of the folded end with respect to the half width LT of the tread surface was 0.1. The ratio L2 / LH of the length L2 from the tread end PT to the point P2 corresponding to the position of the inner end of the second ply with respect to the length LH from the tread end PT to the heel PH was 0.62. .

[Comparative Example 1-2]
A tire pair was obtained in the same manner as in Example 1 except that the apex tip position and the ratio AW / BW were as shown in Table 1 below.

[Comparative Example 3]
A commercial tire pair was prepared as a comparative example. In this tire, the first ply and the second ply are folded from the inner side to the outer side around the core. The folded end of the first ply was positioned radially outward from the folded end of the second ply. The folded end of the first ply was located on the radially inner side of the tread end PT. The apex tip was located radially inward from the tread end. Since the carcass of the tire pair is different from that of the first embodiment, the column of the ratio L1 / LT and the ratio L2 / LT is “−”.

[Comparative Example 4]
Another pair of tires was prepared as a comparative example. This tire was the same as Comparative Example 3 except that the tip position of the apex and the ratio AW / BW were as shown in Table 1 below. In this tire pair as well, as in Comparative Example 3, the columns of the ratio L1 / LT and the ratio L2 / LT are “-”.

[Comparative Example 5]
The first ply was folded from the inner side to the outer side around the core. The second ply is not wound around the core. The inner end of the second ply located on the innermost radial direction was positioned on the axially inner side of the apex. This inner end was laminated between the main portion of the first ply and the apex. The folded end of the first ply was not covered by the second ply. Further, a tire pair was obtained in the same manner as in Example 1 except that the apex tip position was as shown in Table 1 below.

[Comparative Example 6-7]
A tire pair was obtained in the same manner as in Example 1 except that the folding end position of the first ply was changed and the ratio L1 / LT was changed as shown in Table 2. In Comparative Example 7, the folded end of the first ply was positioned inside the tread end PT in the radial direction. For this reason, the column of the ratio L1 / LT is “−”.

[Example 2-3 and Comparative Example 8]
A tire pair was obtained in the same manner as in Example 1 except that the inner end position of the second ply was changed and the ratio L2 / LT was changed as shown in Table 2.

[Example 4-8]
A tire pair was obtained in the same manner as in Example 1 except that the ratio AW / BW was as shown in Table 3.

[Examples 9-12]
A tire pair was obtained in the same manner as in Example 1 except that the rubber hardness of the apex was as shown in Table 4.

[Real car evaluation]
The tire pairs of Examples and Comparative Examples were mounted on a commercially available two-wheeled vehicle (4 cycles) having a displacement of 1000 cm ³ . The front wheel tire was incorporated in a regular rim “MT3.5X17”, and the air pressure was 250 kPa. The rear wheel tire was incorporated into a regular rim “MT6.00X17”, and the air pressure was set to 290 kPa. The rider drove the motorcycle on a dry asphalt road. The rider performed a sensory evaluation with a perfect score of 5.0. Evaluation items are turning stability, shock absorption, and transient characteristics. Larger values indicate better results. The results are shown in Tables 1 to 4 below.

  As shown in Tables 1 to 4, the tires of the examples are excellent in turning stability, shock absorption, and transient characteristics. From this evaluation result, the superiority of the present invention is clear.

  The pneumatic tire according to the present invention can be mounted on various vehicles for two-wheeled vehicles.

2 ... tyre 4 ... tread 6 ... side wall 8 ... bead 10 ... carcass 12 ... band 14 ... inner liner 16 ... tread surface 18 ... core 20 .. Apex 22 ... First ply 24 ... Second ply 26 ... Main portion 28 ... Folded portion 30 ... Folded end 32 ... Inner end 34, 36 ... Outer surface 38 ... Outer edge

Claims (3)

A tread, a pair of sidewalls extending substantially inward in the radial direction from the end of the tread, a pair of beads extending further inward in the radial direction from the sidewall, and a pair of beads along the inside of the tread and sidewalls. A carcass spanned between and a band laminated with the carcass on the inner side in the radial direction of the tread,
This band consists of a cord and topping rubber,
This cord is spirally wound in the tire circumferential direction, and the absolute value of the angle formed by this cord with respect to the equator plane is 5 ° or less,
The carcass includes a first ply and a second ply laminated on the radially outer side of the first ply,
The first ply is composed of a first carcass cord and a topping rubber, and an absolute value of an inclination angle formed by the first carcass cord with respect to a circumferential direction is 60 ° or more and 90 ° or less
The second ply is composed of a second carcass cord and a topping rubber, and an absolute value of an inclination angle formed by the second carcass cord with respect to the circumferential direction is 60 ° or more and 90 ° or less
This first ply is wrapped around this bead,
The first ply includes a folded portion that extends substantially outward in the radial direction, and a folded end that is located radially outward of the folded portion,
The second ply has an inner end located radially inwardly;
The folded end is located on the inner side in the axial direction of the second ply,
A point that is 1/4 times the half width LT from the tread end to the axial half width LT of the tread surface is defined as PA, and a distance between the tread end and the heel of the bead is defined as a distance LH. When the point on the tire outer surface corresponding to the middle point is PB, the point on the tire outer surface corresponding to the folded end is P1, and the point on the tire outer surface corresponding to the inner end is P2.
This point P1 is the same as the tread end in the radial direction or located between the tread end and the point PA,
The ratio L2 / LH between the distance L2 from the tread edge to the point P2 and the distance LH is set to 0.60 or more and 0.90 or less,
The apex tip is located between the tread end and point PA in the radial direction ,
A pneumatic tire for a two-wheeled vehicle, wherein the axially outer end PW of the carcass is located radially inward of the tread end and close to the tread end between the tread end and the point PB in the radial direction .   2. The tire according to claim 1, wherein a ratio AW / BW of apex thickness AW and bead width BW at the position of point PB is 0.3 or more and 0.7 or less.   The tire according to claim 1 or 2, wherein the hardness of the crosslinked rubber of the apex is 70 or more and 85 or less.

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